Adjustable car retarder



Feb. 1, 1966 R. w. MARS ETAL ADJUSTABLE GAR RETARDER Filed April 23,1964 4 Sheets-Sheet l INVENTORS. RAY W. MARS ROBERT W. RANTZ ATTORNEYSFeb. 1, 1966 R. w. MARS ETAL ADJUSTABLE CAR RETARDER 4 Sheets-Sheet 2Filed April 23, 1964 FIG. 4

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ADJUSTABLE CAR RETARDER 4 Sheets-Sheet 5 Filed April 23, 1964 m. ms mmMM W. Y A R ROBE RT W. RANTZ ATTORNEYS Feb. 1, 1966 R, w. MARS ETAL3,232,386

ADJUSTABLE CAR RETARDER Filed April 25, 1964 4 Sheets-Sheet 4l Z4@ 66Z464.l

INVENTORS. RAY WY MARS ROBERT W. RANTZ BY M@ www ATTORNEYS United StatesPatent O "i 3,232,386 ADJUSTABLE CAR RETARDER Ray W. Mars, Chicago, andRobert W. Rantz, Evergreen Park, lll., assignors to American Brake ShoeCompany, New York, N.Y., a corporation of Delaware Filed Apr. 23, 1964,Ser. No. 362,045 3 Claims. (Cl. 18S- 62) This invention relates to aretarder mechanism for railroad cars, and more particularly to inertretarder mechanisms wherein brake elements are disposed to engage theopposite sides of a car wheel to apply a decelerating force to therailroad car.

The present invention is directed to improvements in car retarders whichcharacteristically employ pairs of opposed operating levers secured attheir upper ends to the respective retarding elements and pivoted attheir middle portions to a supporting bracket. The lower ends of therotatable levers are biased by a compression spring to position theupper ends of the levers and the retarder elements so that the retarderelements are separated by a space less than the width of a car wheel.Thus, as a car wheel enters between the retarder elements, the car wheelforces the retarder elements to pivot away from each other against thebiasing force of a cornpression spring while the retarding elementsexert frictional forces on the sides of the car wheel.

Typically these car retarders receive rugged treatment due to the forcesinvolved and exposure to the weather. While the car retarder must berugged, the retarder also must be capable of ready installation andadjustment, particularly for compensating for wear of the brake elementafter considerable usage of the retarder. Accordingly, an object of theinvention is a new and improved car retarder of unique construction withthe capability of being readily adjusted by turning of adjustmentelements.

Another object of the invention is a car retarder wherein the lever armsfor the retarder elements have their pivot axis readily adjustable uponthe turning of adjustment elements.

More specifically, and in accordance with a more specific object of theinvention, the mounting brackets for the operating levers includeelongated openings in which are disposed a pivot shaft for an operatinglever, this pivot shaft being biased to retain each position to whichthe pivot shaft is moved by turning of appropriate adjustment elements.

The invention has another aspect, which is particularly manifested inanother embodiment of the invention, wherein the position of the pivotaxis for the levers can be readily attained without the requirement forcostly machining operations to the components of the retarder. Morespecifically, a signicant cost factor in a retarder of the typeemploying a bracket and pivot shaft is the machining of the shaftopenings in the bracket and/or lever arms. Accordingly, a further objectof the present invention is to eliminate the necessity of machining theshaft openings in the support bracket, and/or supporting lever arms forthe retarder elements, thereby affording a retarder for lower cost.

More specifically, and under a further object of the invention, theshaft openings in the lever arms are cast oversize to readily accept thepivot shaft and the elongated openings in the supporting bracket andalso cast oversize to receive shaft supporting blocks. Under this objectof the invention, the shaft supporting blocks are translatable in theelongated openings to move the pivot axis in one direction, and theshaft supporting blocks can be revolved to move the pivot axis normal tothe one direction. According to a further object of the invention, thepivot shaft for the lever arms is reecived in offcenter openings in thesupporting block so that rotation j 3,232,386 Fate'nted Feb. I, 1966 andre-orientation of the supporting blocks causes a vertical movement ofthe pivot axis for the levers and thereby adjustment of the retardingelements.

Other and further objects of the present invention will be apparent fromthe following description and claims and are illustrated in theaccompanying drawings which, by way of' illustration, show preferredembodiments of the present invention and the principles thereof and whatis now considered to be the best mode contemplated for applying theseprinciples. Other embodiments of the invention embodying the same orequivalent principles may be used and structural changes may be made asdesired by those skilled in the art without departing from the presentinvention and the purview of the appended claims.

In the drawings:

FIG. 1 is a plan view of a portion of a railroad track with a carretarder constructed in accordance with the present invention;

FIG, 2 is an end elevational view partly in section, of the carretarder;

FIG. 3 is a side elevational view of a lever arm assembly portion of thecar retarder;

FIG. 4 is an enlarged view of an elongated slot and a screw adjustmentfor a pivot shaft according to another embodiment of the invention;

FIG. 5 is an end elevational view of a lever arm;

FIG. 6 is a front elevaitonal view of a lever arm;

FIG. 7 is a plan elevational view of a lever arm;

FIG. 8 is a perspective view of a supporting bracket;

FIG. 9 is a perspective view of a lever arm;

FIG. 10 is an end elevational view of another embodiment of a carretarder in accordance with the present invention;

FIG. 11 is a side view of mounting of a lever arm of the embodiment ofFIG. 10;

FIG. 12 is a front elevational view of a shaft supporting block;

FIG. 13 is a plan view of the shaft supporting block;

FIG. 14 is an end view of the shaft supporting block; and

FIG. 15 is an enlarged view of a shaft supporting block disposed in anelongated opening in the supporting bracket of the embodiment of theinvention of FIG. 10.

Referring now to the drawings, and more particularly to FIG. l, there isillustrated a portion of a railroad track, including a trafi'ic rail 20secured to a plurality of railroad ties 21. A car wheel (not shown) of arailroad car riding on the tralic rail enters between a pair ofretarding elements 2d, which have their odset ends 25 and 26 flareddivergeutly outward from the traffic rail 20 to constitute entrancemouths to direc-t the car wheel into the retarder and into engagementwith the wheel engaging surfaces 2S on the opposed retarded elements Z4.

The retarder elements 24 are secured to a plurality of independentlevers or lever arms Btl disposed on opposite sides of the traiic rail26 with their respectively associated retarding elements 24. Each of thelever arms is pivotally mounted on a pivot shaft 32. for rotation aboutits respective pivot shaft to compress a compression spring 34 disposedbetween opposed lower portions 35 of a pair of opposed levers 3i). Sincethe car wheel is of a greater width than the distance between theopposed surfaces 28 on the retarder elements 2li, a car wheel movingbetween the retarder elements 24 forces the retarder elements 24outwardly away from each other and causes the lever arms 30 to rotateand to bring their lower portions 35 closer together against theresistance of the compression spring 34. Conversely, when the car wheelleaves the retarder, the compression spring 34 applies a force to thelower ends 35 of the respective levers 3) to pivot the respective levers30 and thereby to move the lower ends 30 farther apart and bring theupper lever ends and retarder elements 24 closer together. The outwardrotation of the bottom portions of the respective levers is limited by abolt and nut means 36 extending through apertures 37 in the lever arms3l? and through the compression spring 34.

For the purpose of supporting the pivot shafts 32, there is provided apair of opposed support brackets 38 which are preferably securedopposite one another and to the Web portion of the tra'ic rail Ztl by apair of spaced bolt and nut fasteners 39, FIGS. 2 and 3. While thebarckets 38 are shown supported to the web of the traic rail Ztl, it isto be understood that supporting brackets could be secured to therailroad ties in lieu of being secured directly to the rail and that asingle bracket could be extended beneath the traic rail 20 andsubstituted for the pairs of brackets 33. Each of the supportingbrackets 38 has a pair of projecting lugs 40 spaced sufficiently farapart to receive a lever arm 3i) therebetween. The lugs 40 extendoutwardly from a cross plate portion 42, FIG. 8, in which are a pair ofspaced apertures 43 for receiving bolt fasteners 39.

For the purpose of receiving a pivot shaft 32, each of the lugs 49 of asupporting bracket 38 has an elongated opening 45 extending generallyhorizontally, that is, when the supporting bracket 45 is affixed to thetrac rail 38, and terminating in rounded end walls. An elongated opening45 is dimensioned to receive a pivot shaft 32 and permit the pivot shaft32 to translate within the elongated opening 45 upon turning anadjustment screw 48 provided for this purpose.

The adjustment screw 48 is inserted through an oversized hole 49, FIG.8, leading from the exterior of a lug 48 at an exteriorly roundedsurface 5f.) to the elongated opening 45 in the interior of the lug 49.The adjusting screw 48 is not threaded in the openings 49, but isloosely received therein, and has its inner threaded end 52 threaded ina retainer nut 54 seated in a retainer seat 55 at the outer portion ofthe elongated opening 45. The retaining seat 55 is dimensioned so thatthe retaining nut 54 is disposed with its flat surfaces in engagementwith the upper and lower side walls of the retainer seat 55. Thus, theretainer nut 54 is restrained from turning with rotation of theadjusting screw 48.

The biasing force of a compression spring 34 operating through the leverarm urges its associated pivot shaft 32 towards its further outermostposition from the trafic rail 20. Thus, under the urging of the`compression spring 34, the lever arms 30 force their respective pivotshafts 32 against the ends 52 of the adjusting screw 48 so that thepivot shafts 32 are resiiiently biased in this position as the levers 30rotate about the resiliently held pivot shafts 32.

Rotation of adjusting screws 48 and movement of their respective innerends 52 further into the elongated openings 45 moves the associatedpivot shaft 32 against the bias of compression spring 34. As pivotshafts 32 move inwardly, the retarding elements 24 are moved therewithand brought closer together to afford a greater braking force to a carwheel moving therebetween. Conversely, turning of the adjustment screws43 outwardly to move the inner ends 52 of the screws 48 away from thetraic rail 20 permits the compression spring 34- to force the pivotshafts 32 outwardly from the traic rail 20 and thereby increase thedistance between the wheel engaging surfaces 23 of the retarder elements24 and correspondingl'y decrease the retarding force applied to the carwheel.

As can best be seen in `FIGS. 2 and 3, the pivot shafts 32 are heldagainst axial movement by opposed cotter keys 69 disposed in aperturesextending through the shafts and positioned against the outer surfacewalls 61 of a pair of spaced lugs 4t). Preferably, the pivot shaft 32 isdimensioned to have a loose fit with the pivot seat or opening 54, FIG.9, in a lever arm 3i) so that the lever arm 39 is able to rotateslightly in an X and Y direction, FIG. 9, as the car wheel enters theretarder. Permitting rotation of the levers 3l? in the X and Y directionprevents undue stressing of the pivot shaft 32 as a car wheel entersbetween retarding elements 24. It is to be understood that the retardingelements 24 are firmly secured to the upper T-shaped portion 65 of thelevers 30 by nut and bolt type fasteners 66. The lower openings 37 ineach of the levers 30 for receiving bolts 69 are likewise oversize, asbest seen in FIG. 2, so that the levers 30 can rotate slightly Withtheir associated retarder element 34 in the X and Y direction, as wellas permitting the lever arms to rotate about the pivot shafts 32 withoutbinding on the shank of the bolt 69.

As explained hereinbefore, the amount of rotation of lever arms 30 aboutthe pivot shaft 32 under influence of a compression spring 34 is limitedby the spacing of a nut and bolt means 36, which includes a bolt head 69on one side of the retarder and a washer 70 at the opposite side of theretarder. To vary the amount of rotation of the levers 3ft, the positionof a washer 70 can be adjusted either by turning a nut 72 on the bolt 69or by adding or replacing a shim 74 disposed between the washer 70 andnut 72.

The adjusting screw 3S, hereinbefore described, was not threaded in `thelug 4t); however, it is possible to provide a tapped holle '78, FIG. 4,in the lug 40 to receive a threaded adjusting screw 79, FIG'. 4, andthereby eliminate the need for `a restraining nut 54. The adjustingscrew 79, shown in FIG. 4, has secured to its inner end a flat seat 81to provideI a wider area for engagement with a pivot shaft 32. The `seat81 is secured by a set screw 80 which has inner point disposed in agroove in adjusting screw 30. Thus, the seat 81 need not turn with theadjusting screw 79, and therefore should not mark or score the pivotshaft 32 as easily as would an end 52 turning with an adjusting screw38.

In the embodiment of the invention, illustrated in FIG. l0, the levers30a support the retarder elements 24a for pivotal movement about the.pivot shafts 32a against the biasing force of a compression spring 34a.The supporting brackets 40a differ from the supporting brackets 40hereinbefore described in that elongated opening in the bracket 40a isof a much larger size to receive a supporting block 91 -for the pivotshaft 32a.

The shaft supporting block 91 has a circular opening or shaft seat 92,FIG. l2, therein, which is offset from the center of the block, as canreadily be seen in FIGS. 12 and 13. The center of the opening 92 isdisposed at a different distance from each one of its four side walls 93of the square sided block 91. Thus, rotating the block through 90 willposition the center line of the hole in a different position for eachone of four different quarter revolutions.

To aid in ascertaining the position of a block 91, each block isprovided with four spaced numerals 1, 2, 3 and 4 located about theaperture to designate, in ascending numerical order, the distancebetween the center of the aperture 92 and the bottom wall 95 of theelongated slot 90. The side wall o-f the slot is marked in correspondingnumerals to show that the center line of the pivot shaft 32a can bedisposed in any one of four alternative elevations, depending on whichof the surfaces 93 of the block 91 is in engagement with the bottomsurface 95 of the elongated slot 90'.

As will be understood from the hereinbefore description, Vthe turning ofan adjusting screw 38a in a restraining nut 54a moves the threaded end52a of the adjusting screw 38a to translate the block 91 within theelongated groove 90 toward the traffic rail 2d. The pivot shafts 32 canbe adjusted in a vertical direction by taking the blocks 91 from theelongated slots 90 and rotating them, and re-inserting them into theelongated slots 99. After a vertical adjustment, a pivot shaft 32 can bere-adjusted horizontally, if needed, by turning the adjusting screws 38ato cause or to permit the blocks 91 to slide in the elongated slots 90.

r[The retarder constructed in accordance with the embodiment of FIG. l0eliminates costly machining of the holes 64 in the levers 30 and/ormachining of the shaft seat openings in the lugs 40 of a supportingbracket.

Previously, the slot openings 45 or 90 were machined to obtain theproper positioning of elements relative to each other. With therotatable blocks 91 and adjustment screws 38a none of the surfaces inthe blocks 91, brackets 40a or levers 36a need to be machined to permitproper positioning, as was hereinbefore the case with prior carretarders of this general type. The cost of machining of openings in thebrackets and/or levers of a retarder contributed significantly to thecost of the retarders. Thus, it will be seen that the present inventionalfords a unique adjustment for the pivot axis of a retarder lever whichis rugged in construction and lo-w in cost.

Hence, while preferred embodiments of the invention have been describedand illustrated, it is to be understood that they are capable ofvariation and modification, and we therefore do not wish to be limitedto the precise details set forth, but desire to avail ourselves of suchchanges and alterations as fall within the purview of the followingclaims.

We claim:

1. In a retarder mechanism for braking the car wheels of railroad carscomprising: retarder elements positioned parallel to a portion of atraic rail and movable into engagement with opposite sides of a carwheel; a plurality of lever means disposed on opposite sides of saidtraffic rail, each of said lever means secured to a retarding element onits side of the traic rail; bracket means for mounting said lever means,said -bracket means having elongated slots therein; shaft means disposedin the elongated slots in said bracket means, said shaft means pivotallysupporting said lever means; adjusting means for moving said shaft meanswithin said elongated openings to change the position of said shaftmeans relative to the traffic rail so that the retarding elements alsoare moved relative to the traic rail; resilient means urging the bottomportions of ypairs of opposed lever means to unge the lever means of apair to rotate about their respective shaft means, said resilient meansholding said shaft means against said adjusting means in said elongatedslot to prevent movement of said shaft means along said elongated slottoward traiiic rail; and means lfor limiting the rotation of opposedlever means by its respective resilient means.

2. In a retarder mechanism for braking the car wheels of railroad carscomprising, retarding elements positioned parallel to a portion of atraic rail and movable intoengagernent with opposite sides of a carwheel; a plurality of lever means disposed on opposite sides of thetra'ic rail, each of said lever means individually secured to aretarding element on its side of the trafc rail; bracket means securedto the rail for mounting said levers, said bracket means havingelongated slots therein extending outwardly from said traic rail; shaftmeans disposed in the elongated slots in said bracket means, said shaftmeans pivotally supporting said lever means; and adjusting screw meansfor moving said shaft means within said elongated openings Ito changethe position of said shaft means relative to the traflic rail so thatthe retarding elements also are moved relative to the traffic rail, aresilient means urging a bottom portion of said lever means to rotatetoward one another above the respective shaft means, saidresilieut meansholding said shaft means against said adjusting screw means to preventmovement of said shaft means along said elongated slot toward saidtralic rail.

3. The retarder mechanism of claim 2 wherein said adjusting screw meansincludes a threaded nut disposed in said elongated slot and held thereinagainst turning and wherein said adjusting screw means includes a 6threaded screw threaded into said nut and having its end for engagementwith said shaft means.

4. In a retarder mechanism having a pair of opposed retarding elementsdisposed parallel to and slightly above a traffic rail to engage thesides of a car wheel of a railroad car moving over said traic rail; aplurality of individual lever means secured to each of said retarderelements on opposite sides of said traiic rail; bracket means withelongated slots therein, said slots extending toward said traiic rail; aplurality of shaft means for individually mounting said lever means forrotation about their middle portions; a plurality of shaft supportingblocks each having an off-center opening therein for receiving a portionof a shaft means, said supporting blocks adapted to t within saidelongated openings and to be moved Within said openings; and anadjustment means adapted to move said blocks within said elongatedopenings to reciprocate the position of a shaft means in one direction,said shaft means being adjustable in a second direction by removing saidblocks from said elongated openings and turning said blocks to changethe position of the off-center hole with respect to the elongatedopening.

5. In a retarder mechanism having a pair of opposed retarding elementsdisposed parallel to and slightly above a traffic rail to engage thesides of a car wheel of a railroad car moving over said traffic rail; aplurality of individual lever means secured to each of said retarderelements on opposite sides of said traiiic rail; bracket means withnonmachined slots cored therein, said slots being elongated andextending toward said traffic rail; a

plurality of shaft means for individually mounting said lever means forrotation about their middle portions, said shaft means being fitted inunmachined and oversized openings in a lever means; a plurality of shaftsupporting blocks having an off-center opening therein for receiving aportion of a shaft means, said supporting blocks adapted to tit withinsaid elongated openings and to be translated within said openings; aplurality of adjustment screw means adapted to move respectivelyassociated ones of said blocks within said elongated openings to changethe position of a shaft means in one direction, said shaft means beingadjustable in a second direction by turning said blocks to change theposition of the `olf-center hole with respect to the elongated openingsso that said shaft means can be moved in a second direction.

6. In a retarder mechanism having a pair of opposed retarding elementsdisposed parallel to and slightly above a traic rail to engage the sidesof a car wheel of a railroad car moving over said traic rail; aplurality of individual lever means secured to each of said retarderelements on opposite sides of said traiiic rail; bracket means withelongated slots therein, said slots extending toward said traiiic rail;a plurality of shaft means for individually mounting said lever meansfor rotation about their middle portions; a plurality of shaftsupporting blocks each having an off-center opening therein forreceiving a portion of a shaft means, said supporting blocks adapted totit Within said elongated openings and to be moved Within said openings;an adjustment means adapted to move said blocks within said elongatedopenings to reciprocate the position of a shaft means in one direction,said shaft means being adjustable in a second direction by removing saidblocks from said elongated openings and turning said blocks to changethe position of the offcenter hole with respect to the elongatedopenings; and spring means urging the bottom portion of said lever meansto rotate about said shaft means to move said retarding elements towardseach other and urging said shaft means and the blocks supporting saidshaft means outwardly of the elongated opening away from the trafticrail.

7. In a retarder mechanism having a pair of opposed retarding elementsdisposed parallel to and slightly above a trafc rail to engage the sidesof a car wheel of a railroad car moving over said traic rail; aplurality of individual lever means secured to each of said retarderelementsA on opposite sides of said traiiic rail; bracket means withnonmachined slots cored therein, said slots being elongated andextending toward said traic rail; a plurality of shaft means forindividually mounting said lever means for rotation about their middleportions, said shaft means being fitted in unmachined and .oversizedopenings in a lever means; a plurality of shaft supporting blocks havingan olf-center opening therein for receiving a portion of a shaft means,said supporting blocks adapted to lit within said elongated openings andto be translated within said openings; a plurality of adjustment screwmeans adapted to move respectively associated ones of said blocks Withinsaid elongated openings to change the position of a shaft means in onedirection, said shaft means being adjustable in a second direction byturning said blocks to change the position of the olfcenter hole withrespect to the elongated openings so that said shaft means can be movedin a second direction; spring means for urging the lower ends of pairsof lever means outwardly, said spring means acting through said levermeans to urge said shaft means against the adjustable screw means; andbolt means for limiting the rotation of the lever means by said springmeans.

8. In a retarder mechanism having a pair of opposed retarding elementsdisposed parallel to and slightly above a traic rail to engage the sidesof a car wheel of a railroad car moving over said traliic rail; aplurality of individual lever means secured to each of said retarderelements on opposite sides of said trac rail; bracket means withelongated slots therein extending toward said traflic rail; a pluralityof shaft means for individually mounting said lever means for rotationabout their middle portions; a plurality of shaft supporting blockshaving an oE-center opening therein for receiving a portion of a shaftmeans, said blocks adapted to t within said elongated openings and to bemoved Within said openings; adjustment screw means adapted to move saidblocks within said elongated openings to change the position of a shaftmeans in one direction, said shaft means being adjustable in a seconddirection upon removing. said blocks from said elongated openings andturning said blocks to change the position of the o-center holes withrespect to the elongated opening so that position of said shaft means-ischanged in a second direction, said block being square in shape, andhaving the Opening therein located at a different distance from each offour side walls of the square block, a plurality of indicia on saidblock indicativel of the distance of the opening from an associated sideWall of the block, and indicia on said bracket means corresponding tothe indicia on said block indicative of the position of the opening ofsaid block relative to a side wall of said elongated opening.

References Cited by the Examiner UNITED STATES PATENTS 3,107,751 lG/l963Garrett et al 18S-62 MILTON BUCHLER, Primary Examiner.

DUANE A. REGER, Examiner.

1. IN A RETARDER MECHANISM FOR BRAKING THE CAR WHEELS OF RAILROAD CARSCOMPRISING: RETARDER ELEMENTS POSITIONED PARALLEL TO A PORTION OF ATRAFFIC RAIL AND MOVABLE INTO ENGAGEMENT WITH OPPOSITE SIDES OF A CARWHEEL; A PLURALITY OF LEVER MEANS DISPOSED ON OPPOSITE SIDES OF SAIDTRAFFIC RAIL, EACH OF SAID LEVER SECURED TO A RETARDING ELEMENT ON ITSSIDE OF THE TRAFFIC RAIL; BRACKET MEANS FOR MOUNTING SAID LEVER MEANS,SAID BRACKET MEANS HAVING ELONGATED SLOTS THEREIN; SHAFT MEANS DISPOSEDIN THE ELONGATED SLOTS IN SAID BRACKET MEANS, SAID SHAFT MEANS PIVOTALLYSUPPORTING SAID LEVER MEANS; ADJUSTING MEANS FOR MOVING SAID SHAFT MEANSWITHIN SAID ELONGATED OPENINGS TO CHANGE THE POSITION OF SAID SHAFTMEANS RELATIVE TO THE TRAFFIC RAIL SO THAT THE RETARDING ELEMENTS ALSOARE MOVED RELATIVE TO THE TRAFFIC RAIL; RESILIENT MEANS URGING THEBOTTOM PORTIONS OF PAIRS OF OPPOSED LEVER MEANS TO URGE THE LEVER MEANSOF A PAIR OF ROTATE ABOUT THEIR RESPECTIVE SHAFT MEANS, SAID RESILIENTMEANS HOLDING SAID SHAFT MEANS AGAINST SAID ADJUSTING MEANS IN SAIDELONGATED SLOT TO PREVENT MOVEMENT OF SAID SHAFT MEANS ALONG SAIDELONGATED SLOT TOWARD TRAFFIC RAIL; AND MEANS FOR LIMITING THE ROTATIONOF OPPOSED LEVER MEANS BY ITS RESPECTIVE RESILIENT MEAND.